10.1. CARRIAGE OF CONTAINERS - Competencycompetency.synergyship.com/pdf/Cargo_Non_Tanker/C… · · 2016-11-07This section should be read in conjunction with the other manuals and

CARGO OPERATIONS NON-TANKER MANUAL

CH.10 General & Container Cargoes

Rev. No. 3

Date 28-Oct-16

Page 1 of 32

10.1. CARRIAGE OF CONTAINERS

Containers are to be loaded, stowed, carried and discharged in a safe and efficient manner.

10.1.1. Introduction

Cargo stowage and securing is to be carried out in such a way as to ensure:

Preservation of the crew and ship from danger arising from cargo stowage.

Protection of the cargo and the containers from damage, loss or deterioration.

Best utilization of the cargo space to maximize the vessel’s voyage earnings.

Optimum cargo out turn.

Maintenance of cargo related equipment.

Proper procedures in ports.

This section should be read in conjunction with the other manuals and sections of the SMS and

procedures in this section must be followed at all times, as far as practicable.

This section should also be read along with other legislative and regulative publications such as but

not limited to:

Safety of life at sea (SOLAS)

IMDG code

MARPOL Annex 3

49 CFR (U.S.)

ISM Code

ISPS Code

STCW

Dock labour Safety Acts

CSS Code

MLC

Additionally, shipboard plans and instructions manuals such as the Class approved loading manual,

stability booklet, cargo securing plan and Charterers instructions should be referred. Ship’s personnel

are encouraged to keep themselves updated regarding latest regulations, developments in the

container sector by various P&I club bulletins, circulars and notices sent on board by the Company.

Whenever there is a conflict between this manual and International or local regulations the local

regulations will take precedence. In cases of conflict between this manual and Shipboard plans and

instructions manuals the Shipboard plans and instructions will take precedence.

Uncontrolled when Printed



Rev. No. 3

Date 28-Oct-16

Page 2 of 32

The master has the overriding authority to deviate from the recommended procedure given in

this manual for the purpose of:

Safety of Life

Safety of Vessel

Safety of Environment

Safety of Cargo

Containers are carried on ships specially designed and fitted for the carriage of containers as well as

on ships which are not so designed and fitted. In either case, the stowage and lashing arrangements

are to be in compliance with the requirements of the Cargo Securing Manual.

The Cargo Securing Manual contains detailed instructions on the following:

A. For vessels specially designed and fitted for the carriage of containers:

Specifications of fixed and portable securing devices.

Handling and safety instructions.

Stowage and securing instructions.

Other allowable stowage patterns.

Forces acting on cargo units.

B. For vessels not specially designed and fitted for the carriage of containers:

Instructions on stowage and securing

Evaluation of forces acting on the containers

Instructions of how to calculate the number and strength of Portable cargo securing

devices that are required to be used.

Specifications of fixed and portable securing devices.

Handling and safety instructions.

Lashing plans provided in Cargo Securing Manual are based on certain parameters such as vessel’s

heave and pitch, its roll period, amplitude, condition of stability and the loaded condition taking into

account the stowage of cargo and the average weight. It may so happen that the vessel experiences

a more severe condition than what has been calculated for. Masters shall be extremely careful about

heavy weather conditions and be clear about conditions given in the securing manual. Action to bring

the vessel’s reaction to weather within acceptable limits is of foremost importance.

10.1.2. General precautions with container weights, stability and GoM:

The problem of incorrect container weights is commonly experienced on container vessels. If there is

a large difference between declared and actual weights, the vessel may face severe stability

problems and in some extreme cases may even capsize. The consequences of the above occurring

at sea are disastrous and in order to avoid such an incident Masters of all vessels loading containers

ensure the following:




Rev. No. 3

Date 28-Oct-16

Page 3 of 32

Stability calculations should be carefully, checked for accuracy and should allow for fuel, fresh

water and lubricating oil consumption’s during the voyage and the effects of windage and

icing.

The vessel must ensure that the load line regulations are complied with, as she transits

through the load line zones during her voyage.

Excess weights will have an adverse effect on the existing stability criteria and stresses of the

vessel. This may be estimated if the loadicator has the provision to add this excess weight.

Whenever there is a concern in Stability Criteria and stress due to excess weight, Vessel will

have to contact office for further assistance.

Vessel should insist on being provided with stowage plan indicating individual container

weights. Apart from the stability calculations using the declared weights, it is prudent to also

calculate considering container weights along with a safety margin to assess stability

conditions.

Stowage should be checked so that stack height and stack weights are not exceeded.

Container weights indicated are net or gross weight. Many times gross weights are provided,

but in cases where net weights are given, the weight of empty container has to be added

individually to each container approx. 2.2MT for 20’ containers and anything between

4.2~4.5MT fo4 40’ container depending on 45’, high cubes, reefers etc.

Containers are loaded according to the loading plan. In many cases the sequence of

containers from the yard is changed. This could result in light containers being loaded below

with heavy containers on top.

Minimize the number of slack tanks including bunker tanks, as the free surface effect of a tank

which is 98% full can reduce solid GM by 2-5 cms. This reduction is critical when the vessel is

fully loaded, with minimum ballast and bunkers.

The vessels actual GM may be checked against calculated GM by taking a fixed quantity of

ballast in one of the heeling tanks / side tanks (say 100 MT). Observed list should match the

calculated list. Alternatively, the GM may be verified by Heeling Test. Heeling Test can be

carried out by heeling the vessel by transferring a weight to the extreme side (can be ballast

or cargo). The list noted can be used in the formulae Tan(List) = GG1/GM, where

GG1=(weight of the transferred mass x distance the mass is away from the centerline)/

displacement of the vessel with the mass. Using this, the GM can be calculated.

Actual draft and trim of the vessel must be checked against the calculated draft and trim. This

will verify the excess weights and their distribution.

If serious difference in GM or drafts is observed due to incorrect container weights, charterers should

be put on notice and the managers / owners are to be informed immediately.

Master has the ultimate authority and responsibility of ensuring the safety of his vessel, taking into

consideration cargo condition (including container lashing), her draft, expected sea/weather

conditions on the voyage, etc.

However, it is useful to have GoM required stability figures to help ensure vessel safety.

The below suggested stability guidelines for container vessels for sea conditions: wind velocity 26.5

m/sec (Beaufort 10), significant wave height 9m, period 11.6 sec and wavelength 210m.




Rev. No. 3

Date 28-Oct-16

Page 4 of 32

Vessel size Breadth GoM

Panamax and smaller About 32.2m (on deck container: 13 rows) 80 cm

Over Panamax

About 37.7m (on deck container: 15 rows) 100 cm



The below suggested stability guidelines for container vessels for sea conditions: wind velocity 19.0

m/sec (Beaufort 8), significant wave height 7m, period 10.2 sec and wavelength 129m.

Vessel size Breadth GoM

Panamax and smaller About 32.2m (on deck container: 13 rows) 60 cm

Over Panamax




If there are any laws/regulations issued by the flag state or calling port for minimum stability figure

requirements, these must be complied with. (Most stringent requirement must be complied with)

If a master judges that his vessel requires greater stability than that suggested above stability figure

(due to expected heavy sea conditions, icing, etc.), the master is requested to immediately inform all

parties concerned, in order to help maintain the safe and smooth passage of the vessel.

Vessel should NOT sail from a port with insufficient stability. Manual methods of checking the

stability is encouraged. Designated Person is to be immediately contacted in case of

insufficient stability.

Company form OP-CTR-02 Departure Checklist for Container Vessels’ is to be complied with.

10.1.3. Port procedures

The following guidelines are to be followed during vessel’s stay in port:

All applicable international, local and port regulations are to be complied with.

The company’s instructions, stevedore safety checklist provided by port, ballast operation

procedure, bunkering checklist, security checklist provided by port, and declaration of

security(DOS) are to be complied with as applicable and appropriate.

The cargo stowage plan is to be checked and confirmed immediately upon receipt of the plan.

Any major differences observed from the expected stability condition and the calculated

stability condition must be brought to the notice of the office immediately. The company’s

stowage instructions and special precautions regarding IMDG, reefer and miscellaneous

cargo are to be complied with.

Stability conditions should be calculated and monitored for all stages of the cargo operation.

Visual drafts must be checked at least on arrival, departure and at change of watch by the

duty officers. The updated / forecast tank conditions are to be filled in the loading software by

the Chief Officer. Chief Engineer should provide the required information regarding bunker

and lubricating oil distribution and consumption forecast, (including oils in the settling and




Rev. No. 3

Date 28-Oct-16

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service tanks) to the Chief Officer.

The loading plan is to be approved by Master, discussed by the Chief Officer with the Junior

Officers and assisting crew. The Chief Engineer and Electrical Officer are to be advised

regarding reefer container loading. A copy of the stowage plan is to be provided to the above

mentioned personnel. The Electrical Officer in consultation with the Chief Engineer, must

ensure that sufficient reefer spares are on board (as per the owners/charterer inventory) prior

the loading plan is finalized. If this is not the case, for some reason, a backup plan must be

discussed with the charterers via the Master. The shore reefer technician must be established

to be called in any emergency. It is advisable to call the shore technician on the start of the

problem rather than at the end of cargo operations.

Chief Officer’s responsibility to ensure safe working areas provided to the stevedores.

Walkway gratings should be in good condition, the gratings secured firmly, well lit and free of

slipping or tripping hazards. Adequate hazard markings to be painted, to mark obstructions

which cannot be seen in hours of darkness. This may include steps, pad eyes, stanchion

sockets, etc. The lashing material should be stowed neatly and not allowed to be haphazardly

placed on the walkways. No loose lashing gear to be on the hatch covers when the pontoons

are being shifted from ship to shore and vice versa. Hatch openings should have railings

around them to prevent accidental falls. The ropes if used must be as tart as possible. The

observance of safe working practices by stevedores and ship staff should be monitored by the

Chief Officer and the Duty Officer. The work on top of containers should be monitored and

unsafe practices by stevedores (wearing inadequate PPE, smoking, walking on hatch

coamings, etc) should be notified to the container terminal. Dock Labour Safety procedures

should be followed and any additional reasonable safety requests from the stevedores should

be carried out. It must be borne in mind that the vessel will be held responsible for any

incident in port, involving the stevedores.

Dropping of twist locks or lashing material from heights by stevedores should be discouraged

and protest letters to the stevedores issued, if required.

The Chief Officer should post a copy of the lashing arrangement plan and the reefer

arrangement plan, (indicating preferred orientation of reefer engine), DG stowage plan and

OOG stowage plan in the tally room or on gangway deck. In addition to this the stability

condition (especially the tank condition), must be included in the fire wallet. Any additional

information regarding safety measures for stevedores, lashing equipment operation may also

be posted. A copy of this poster is to be kept ready as a handout for the Stevedore

Supervisor.

The departure checklist is to be filled up by the chief officer and the required data reflected in

the departure message.

Excess emissions from funnel should be avoided as this causes operational difficulties and

protests from gantry operators.

Damages to foremast and main mast and turret heads of the ships cranes (if any), by gantries

can be avoided by use of proper illumination on the masts.

Standing on top of hatch coaming face plates by stevedores and ship’s crew should be

prohibited. Safety railings must be rigged and safety harnesses worn when working around

open hatch covers. Precautions must be exercised against incidents such as stevedores

falling inside the hold, falling from container tops, crew hands being crushed during closing of

hatch covers. Personnel safety, communication, and adequate manpower, must be top

priority when operating hatch covers.




Rev. No. 3

Date 28-Oct-16

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Before lifting or replacing the lift off type hatch pontoon, the duty officer should ensure that a

check is carried out around the hatch coaming to clear all turnbuckles and lashing rods fallen

on the hatch coaming.

before liftoff, all hatch cover cleats must be disengaged and cleared.

All ISPS procedures should be followed as per the Ship Security Manual and on instructions

from the port/PFSO.

The gangway should be clean, free from grease or mechanical defects, well illuminated, free

from tripping or slipping hazards. The gangway should be placed on the pier away from the

gantry track and clear of other obstructions such as bollards. If the gangway is not able to be

placed on the jetty due to space constraints, then the same can be suspended, provided that

there is a case backup arrangement, in the of the failure of the gangway mechanism. Safe

access from the berth/Jetty to the suspended Gangway Bottom platform should be provided

in compliance with port requirements.

In certain ports, the lashing operations are to be carried out by the ship staff. The cargo

securing manual should be consulted with and safety must be exercised when working on

containers. In case request for unlashing Containers are received from Port/

Agents/Charterers before berthing, or Vessel is required to leave berth and carryout lashing

due to unforeseen reasons, Maser must exercise due diligence and seek office approval as

necessary.

Cargo gear chain register and load test certificates and lashing material certificates are to be

checked and kept ready for any inspection by shore authorities.

The loading calculator should be properly operational. The loadicator should be calibrated

against the sample conditions every 2 months and records made available. Any differences

must be brought to the notice of the Technical team as soon as possible.

The ship’s firefighting appliances, safety equipment, oil pollution prevention equipment and

security equipment should be in state of continuous readiness during the port stay. In case,

fire extinguishers or other safety equipment are taken ashore for servicing, this should be

carried out in rotation or replacement extinguishers should be provided on board by the

vendor. As a good practice, a fire extinguisher and a rigged fire hose must be kept at the

gangway.

Excessive trim and list during cargo operations must be avoided as it leads to difficulty in

cargo operations and can cause containers to get stuck in the cell guides. This can also have

effect on the vessels stresses. Excessive trim and list information may be available in stability

booklet under “Instructions to Masters”.

Mooring operations should be carried out as per good seamanship, and ICS

recommendations ‘Effective mooring for ships’. Moorings should be maintained tight to keep

the ship in position. Excessive ranging of the ship at berth can disrupt cargo operations. Rat

guards and fenders should be in place. Tidal information must be available at the gangway.

Following should be ensured as far as practically possible for safe and effective mooring:

The direction of breast, head and stern lines should be within 30o of the transverse

line of the ship.

The direction of spring lines should be within 15o of the ships fore and aft line.

All mooring lines should be within 30o of the horizontal plane at all states of tide and

loading / unloading stages.

No-smoking notices, notices for hard hat, notices of keep clear area, should be in place.

Restricted area posters should be in place as per the Ship Security Plan and effective patrols




Rev. No. 3

Date 28-Oct-16

Page 7 of 32

must be taken

Uninterrupted communication during cargo operations with walkie-talkies, which should be

maintained.

At least half the ship’s complement should be on board at all times. Either of Master–Chief

Officer, either of Chief Engineer–2nd

Engineer, half of Deck crew and half of Engine crew

should remain on board at all times. However considering operational aspects, if the onboard

management team deems it necessary to maintain higher number of crew during Vessels

stay at a port, same to be adhered to.

Every ship staff to be responsible to the respective HODs and Master in returning back safely

onboard within the shore leave expiry time.

Any maintenance jobs undertaken by ship staff or shore contractors should be supervised by

a responsible member of the crew for compliance of international and local safety and

pollution prevention procedures. Office and the port authorities must provide written

permission for vessel immobilization in port.

To maintain record of calculated draft, Visual draft and Gauge draft as record of Comparison.

10.1.4. Cargo watch system

The master should ensure that at least a certified duty officer is available on watch at all times and

adequate supporting crew is provided to carry out all the port procedures. Cargo watch schedules

should be displayed at prominent locations on board and crew should be briefed regarding their cargo

watch responsibilities. The duty officer should be in full control of all the operations on board during

the duration of watch unless relieved effectively.

10.1.5. Handing and taking over the cargo watch

Proper handing / taking over of watch are essential for smooth operations on board. The officer of the

watch should not hand over the watch to the relieving officer if he has any reason to believe that the

latter is obviously not capable of carrying out his duties effectively, in which case he should notify the

Master accordingly.

The relieving officer should at a minimum be informed of the following by the officer being relieved:

The depth of water at the berth, ship's draught, the level and time of high and low waters,

state of the moorings, arrangement of anchors and the scope of the cable, and other features

of mooring important to the safety of the ship, state of main engines and availability for

emergency use, position of gangway and fenders.

The status and types of the containers loaded and the numbers remaining. Bay plan marked

with the bays where cargo is completed and where cargo operation is in progress. Status of

lashings carried out and inspected.

The stowage of reefers, OOG cargo, any special lashing arrangements.

The status of ballast plan, oil transfer, and receipt of stores, freshwater, etc.

The signals or lights being exhibited.

The number of crew members on board and the presence of any other persons on board.

The state of fire-fighting appliances.




Rev. No. 3

Date 28-Oct-16

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Any special port regulations.

The Master's and/or Chief Officer’s standing and special (night) orders.

The lines of communication that is available between the ship and the dock staff or port

authorities in the event of an emergency arising or assistance being required.

Nature of any hazardous or dangerous cargo being loaded or discharged and the appropriate

action in the event of any spillage or fire and spillage. List of emergency contacts to be made

ready and posted

Shore leave expiry / Sailing board. Contact details of those gone ashore to be recorded for

emergency purposes.

Security status.

Jobs undertaken by ship staff and any shore personnel.

Chronological record of events during the preceding watch, and security measures taken as

per the current security level

The deck logbook should be fully completed at the time of hand over of watch.

10.2. CARGO PLANNING

The stowage plan on container vessels is normally prepared ashore and the Master only receives the

same at the last minute. However the stowage plan, whether prepared by the Operators/Charterers or

onboard, has to be carefully checked with regard to:

Ship Stability

BM, SF,Torsion

Stack weights

Lash Forces,

The allowable Maximum stack weights are given in the Cargo Securing Manual. The Master is to

ensure that at no time these stack weights are exceeded.

Though the cargo plans are prepared ashore, the ultimate responsibility of ensuring correct stowage,

loading, care of and discharging the cargo rests upon the Master and designated officers. The

company instructions on stowage, securing and care of cargo must be complied with at all times.

In the case of shore planning of cargo not meeting the requirements of the company instructions,

ship’s Master should advise same to the planners / charterers.

Cargo is not to be cancelled unilaterally by the ship’s Master. Decision on same is to be taken after

consultation with the cargo planners, line / trade managers and the Company. Masters are advised to

coordinate with local agents to obtain the cargo load plan well before arrival port or at least

immediately on arrival port. Chief Officers should check and confirm the stowage plan immediately

upon receipt of the cargo plan. Masters are required to forward the departure stability condition to the

company on departure of vessel from port.

In case of any cell guide damage, malfunction of ballast / heeling pumps / cargo lifting gear, the

company must be informed well in advance, so the concerned authorities may replan the cargo

accordingly.




Rev. No. 3

Date 28-Oct-16

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Masters and ship’s senior officers are responsible to ensure maximum cargo is lifted within safety

limits and in compliance with the company’s policy.

10.2.1 Ballast / Deballast operations

Planning of ballast operations plays a vital role in the cargo planning. Ballast water quantity on board

should be ascertained with due regard to stability criteria, stresses (BM, SF, Torsion), Visibility

Criteria, draft and trim requirements and cargo intake quantities. Following are the guidelines for

Ballast / deballast operations:

It is important that the stowage plan is received and analyzed prior arrival port so that all ballasting /

deballasting operations can be carried out in a careful and planned manner.

The relevant ballast water regulations are to be complied with and ballast water exchange

carried out as per the approved Ballast Water Management Plan.

Ballast operations procedure to be complied with at all times during ballast / deballast

operations. Ballast / deballast operations should be monitored closely by taking regular

soundings, calculation of rates etc. Each operation should be recorded in the Ballast

Operation Log. Chief Officer should supervise the ballast / deballast operations. The duty

officer will only assist the Chief Officer and not carry out operations on his own. Chief

Engineer should ensure that all ballast pumps, pipelines and valves are maintained and

always available for the operations. The operation of the ballast system is the responsibility of

the Chief Officer. The Chief Engineer should ensure that all support is available from the

Engine Department for operation of the ballast system. It is recommended that the Chief

Engineer carry out training of all crew regarding maintenance and operation of the ballast

system.

Prior commencing any ballast operation, the current water level of the tanks must be gauged.

This will prevent overflow or running the pump dry. Adequate personnel to be deployed to

take care of the operations.

De-ballasting shall be avoided in port as far as possible. In case deballasting of tanks is

required, permission is to be obtained from the port / terminal for same. Master, Chief

Engineer and Chief Officer shall carry out a risk assessment before carrying out deballasting.

The overboard valve shall be monitored at all times during deballasting. In case of any

accidental appearance of oil sheen or rust coloured water from the overboard discharge,

deballasting operations should be immediately suspended and an investigation carried out.

Ballast / deballast operations should be planned in order to keep up with the rate of

discharging / loading.

Ballast operations should be carried out with extreme caution and holds monitored constantly

during these operations. Overflow of tanks should be avoided. Constant supervision of holds

is also to be carried out during bunkering and bunker transfers.

Ballasting of double bottom tanks should, as far as practicable, be avoided when transiting

through muddy rivers or dock water. Large quantities of mud which will settle out of river

water can be extremely difficult to remove from double bottom tanks and can result in

deballasting problems and increase the constant factor of the vessel. If it is essential to ballast

double bottoms with river water they should be de-ballasted and thoroughly flushed through

as soon as the ship reaches open waters.

As far as practicable double bottom tanks should be ballasted by gravity, as pressing up of

these tanks using ballast pumps can cause structural damage to tank tops.




Rev. No. 3

Date 28-Oct-16

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Visual inspection of Tank top and Manhole cover area to be carried out after Ballasting,

especially when the Ballast tanks were opened for any reasons like routine inspections.

10.3. CARGO STOWAGE

The vessel should be always stowed in such a way that she remains in a seaworthy condition and:

Stability criteria at all times during the voyage is to comply with the Class approved loading

manual and IMO & local requirements. The stability criteria includes GM, GZ, intact stability

criteria, trim, list, wind heeling moment, shearing force, bending moment and torsional stress.

The GM (metacentric height) at all times to be above the recommended value in the loading

manual, at the same time the GM should not be very high which may cause stiff behaviour of

the ship. Very high G.M. can cause violent rolling and subsequent failure of lashings of the

deck stow.

IMO Loadline regulations are to be complied with.

The duration of voyage and geographical zone of the intended passage are to be considered

for Loadline compliance, weather conditions such as tropical storms, wind force and sea

turbulence.

Port rotation of loading or discharge is to be considered, re-stow of cargo in intermediate

ports is to be avoided / minimized.

Vessel’s stability criterion is to be considered during all stages of cargo operations in port.

Water and air draft restrictions in port, harbor transit or canal transit are to be considered.

The cargo plan should comply with IMO visibility criteria (SOLAS Ch V section 22) at all times,

calculated using the below methods:

1. The visibility requirements can be ascertained by extending the waterline and the

line of visibility (clear of obstructions from the conning position) on the vessel's side profile.

2. The visibility can be also calculated by using the formula

(Ref IMO Resolution A1048(27) Chapter 3)

X = d x ho/Y - e

where;

X = the visible distance from the stem.

d = Distance from the conning position to the limiting obstruction

hb = the height of the conning position above the waterline

ho = The height of the limiting obstruction above the waterline

Y = hb-ho

e = horizontal distance from the end of obstruction to the stem of the vessel

For Panama Canal transits, the canal visibility criteria (minimum 1 ship length) should be

complied with, so far as safe and practical.

When calculating visibility from the bridge, the difference of heights between 8’6” container

and 9’6” container should be taken into account.

Inversion of weights to be avoided especially on deck on the outside rows.

Stack weights per bay, row and tier to comply with the loading manual.

The containers stowed in bays combined 20 foot/ 40 foot must be stowed in blocks and top

two tiers must be 40 foot in order to lock the 20 foot bays together. There should be no




Rev. No. 3

Date 28-Oct-16

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twistlocks on the inner side of the 20 foot containers in such stowage as the centre part of the

40 foot container can get damaged.

Stowage of 20 foot containers in exclusive 40 foot container slots is to be avoided as far as

possible. When the cargo intake is such that this stowage is required, the Master should

consult the company on the precautions to be taken (decided on case to case basis).

20 foot containers are never to be loaded on top of 40 foot containers.

Single standing rows of more than 2 tiers are to be avoided. Deck cargo must be block

stowed consisting of minimum 3 rows.

Mixed stowage of 20 foot and 40 foot containers is un-desirable on deck. If the situation

cannot be avoided, the 40 foot containers are to be stowed on the center rows with minimum

of two 20 foot containers rows on the outside in order to allow lashing of the 20 foot

containers.

Suitability of slot should be assessed and due care should be exercised while loading

containers of extra-ordinary dimensions.

Special equipment such as Flat racks, platforms, and in-gauge or out-of-gauge containers

must not be stowed on the outside rows or on the extreme forward bays. These containers

should be well protected and it is preferred to stow the heavy containers under decks. Master

should ensure adequacy and integrity of lashing of the cargo on the flat racks and out of

gauge(OOG) containers.

It is preferable to stow the high-cube containers three high and upwards when loading them

on deck or as specified in CSM. This is to minimize use of the extension rods.

Stowage of containers should allow daily inspection of lashings and tightening if required.

10.4. STOWAGE AND CARRIAGE OF IMDG CONTAINERS

The Company realizes that proper loading, stowage and care of IMDG containers is essential for the

safety of life, ship, the marine environment and the cargo itself.

The below instructions are to be complied with during stowage and carriage of IMDG cargo along with

the IMO - IMDG code, vessel’s Document of Compliance certificate for carriage of dangerous goods,

Charter Party Clause, Charterers Instructions and Local regulations, like 49 CFR in United States

waters.

In case of any leakage, fire or loss of IMDG container, the charterer’s Dangerous Cargo

Department is to be contacted, keeping the managers updated at all times. It is of utmost

importance that personnel safety, ship safety, environment safety and other cargo safety is

maintained in the same order of priority. For Emergency procedures, refer to chapter 2 of

Contingency Manual. In case of a leaking IMDG container, the port authority of the port of

arrival is to be informed well in advance through the local agent.

Master is to ensure that all documents required as per IMDG code such as DG manifest, and

packing list (if applicable) are placed on board prior departure from the port of loading. Chief

Officer should post copies of the stowage plan of dangerous cargo in prominent locations in

accommodation alleyway and in the wheelhouse and highlight the risks involved with the




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Date 28-Oct-16

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cargo. A copy of the IMDG cargo stowage plan should be placed in the designated fire plan

boxes. The stowage plan should contain the UN no, class and EMS for the IMDG cargo.

Duty Officers should ensure that the standard IMDG warning labels / stickers/ placards are

fixed prominently on the DG containers in accordance with the IMDG code. Chief Officers

may request extra labels from the regional planning officer to be placed on board for at least

each type of IMDG cargo the vessel is certified to carry, additionally as required for the trade.

Chief Officer should ensure misuse of such labels is avoided.

It is essential that the conditions and equipment printed on the Document of Compliance

certificate for IMDG cargo are maintained in top operational condition at all times. This may

include but not limited to, fixed smoke detecting and CO2 release system in cargo holds,

sprinkler system, integrity of electrical cables and electric fittings in cargo holds, remote

operation of cargo hold ventilation fans and emergency fire pumps, proper operation and

condition of cargo hold vent flaps, provision of two or more extra SCBA (self-contained

breathing apparatus sets), spare cylinders for these SCBAs, four or more chemical protective

clothing sets, adequate number of fire hoses and dual type fire nozzles, fog applicators,

alternate bilge pumping(educator) systems. Master should ensure that any extra safety

equipment required for the IMDG cargo (depending on the class of cargo) is placed on board

prior departure from the load port.

For DG carried in specialized reefers, shore advice must sought prior the vessel sailing out,

on the backup power supply, alarms, and characteristics of the container and the effects of

the cargo. Same may be provided in the Manifest.

Mixing of non-compactible classes may be carried in one container (eg.Class 2 and Class 3),

provided that one of them is in limited quantities. For this the chief officer must verify from the

manifest if the quantity is as per the IMDG code.

The proximity of dangerous cargo to the accommodation, engine room bulkhead, bunker

tanks and exposure to weather is to be considered when planning stowage of the IMDG cargo

in accordance with the DOC for dangerous cargo.

The stowage of IMDG containers in close proximity of reefer containers should be avoided.

Hold ventilation should be carried out with due regard to ventilation requirements for IMDG

containers loaded in the holds.

All IMDG containers when carried on deck should be inspected by the chief officer daily and

same recorded in the deck log book. This also applies when IMDG containers are stowed

under decks as per the DOC certificate,. The smoke detecting system must be checked

frequently for any malfunction during the voyage. (Ref 49 CFR of U.S.A.).

The seals of the IMDG containers should be inspected and maintained intact during the

above inspections. In ports with high record of pilferage incidents, extra security measures

should be in place for IMDG cargo containers.

All persons responsible for the stowage and carriage of cargo, namely Master and Chief

Officer should be in possession of a valid HAZMAT (Hazardous Materials transportation)

certificate. Refresher training is also carried out on annual basis during the pre-joining

briefing. (Compliance with 49 CFR of U.S.A.)

HAZMAT training is to be imparted to all crew members every 6 months and same recorded

in the Emergency training file.




Rev. No. 3

Date 28-Oct-16

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IMDG container fire/ leakage drill is to be carried out as per Emergency Drill Schedule and

minutes recorded. Copies of minutes are to be filed in Emergency training record file.

Masters should be aware of their rights to deal with an IMDG container (Hague-Visby Rules),

the contents of which are undeclared or even if declared, the container is likely to impair the

safety of the vessel and its crew, with regard to such container being disposed-off overboard

or as appropriate, keeping the charterers, managers and the owners duly informed.

10.5. STOWAGE AND CARRIAGE OF REEFER CONTAINERS

Carriage of reefer containers has numerous legal implications. Containers are normally stuffed ashore

at an inland packing station and sealed by customs. A loaded container is to be treated as an

enlarged package/piece of cargo, and since cargo has been loaded, stowed and tallied in the

container by the shippers, it follows that these cargo aspects cannot be checked by the vessel

anymore, since the container is closed and sealed when delivered to the vessel. It is essential to

check the following in order to safeguard the owner’s interest and safely deliver the cargo:

Pre-trip inspection details endorsed on the container in the recent past confirming proper

functioning of the container.

No visual damages to the cable, no cuts and no kinks, with a proper fitting socket.

Proper and good working order of the refrigeration unit. This must be verified from the ‘partlow

chart’, if fitted, logging the return air temperature inside the container.

Proper temperature settings as per the Cargo Manifest. This must be verified from the digital

display of both delivery and return temperatures.

If hot stuff cargo is been loaded, a LOI to be obtain as soon as possible / prior departure.

Concerned parties to be notified regarding the same at the earliest.

If a new ‘partlow’ chart or other similar temperature recording device has been fitted indicating

vessel’s name/voyage number/container number /and voyage commencement date.

Valid custom seal. In the absence of a custom seal, same can be arranged through the

Agent, or the vessel’s officers are to seal the container themselves, and advise the agent of

the seal number mentioned on the Bills of Lading.

Apparent condition of the container, refrigeration machinery and door sealing.

Reefer containers have high value cargo. The possibility of damage due to neglect or error in

procedure can lead to high claims and loss of customer satisfaction. The instructions as below should

be followed in addition to normal seamanship practices:

It is important that reefers are monitored closely from the moment they are placed on board,

during the voyage and till they are discharged. Records are to be maintained properly.

‘Refrigerated Container Monitor Log’ (Form OP-CTR-03) is to be maintained and filed by the

Chief Officer and Electrical Officer, further daily verification should done by Chief Engineer

and Master. The temperatures shall be recorded twice daily - in the morning by the Chief

Officer and in the evening by the Electrical Officer or vice versa based on discretion of

Vessels management team considering Voyage/Trade pattern and Charterers requirement for

effective management of reefer containers.

Chief Officer should ensure that all reefer manifests are available for containers indicated in

the stowage plan.




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Date 28-Oct-16

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The Chief Officer, Chief Engineer and Electrical Officer are directly responsible for safe

carriage of the reefer containers.

The Chief Officer shall provide the Chief Engineer, Electrical Officer and Duty Officer with the

reefer manifests and stowage positions of the reefer containers.

Duty officers and Electrical Officers are responsible for connection of the reefer container

as soon as they are loaded on board and logging down the temperatures.

The Electrical Officer shall be responsible to report to the Chief Officer and Chief Engineer

before departure of the vessel from port that all loaded reefers are operating satisfactorily and

temperatures are as per the cargo manifest. All reefer containers on board should be checked

for uninterrupted power supply and re-supply of power after disruption due to restow etc.

Any defects in the reefers shall be reported by the Master to the local agent and the situation

rectified before departure.

In case of major malfunctions or substantial delay in repairing the reefer, the Charterer’s

Reefer Department shall be informed immediately keeping managers and owners in copy.

In case of any malfunction of the reefer during the voyage, the Reefer Department shall be

informed by phone and the ‘Reefer Malfunction Report’ as per the charterer’s stipulated

format. The ship’s officers shall endeavour to rectify the reefer malfunction and keep the

Reefer Department updated, keeping the managers and owners in copy.

In case instructions are provided for regulation of fresh air supply by adjusting ventilation

settings (especially fruits and vegetables) and/or Temperature setting changes for the

containers, same should be carried out and logged down.

Particular attention is to be paid to the ‘units’ while reading out temperature viz., Celsius or

Fahrenheit units as well as positive / negative values of temperatures.

Appendix 4, Reefer container operation guideline to be used for safe and efficient

management of Reefer containers.

10.5.1. Loading of reefer containers

Reefer containers are to be loaded in such a position to prevent spray or rain or seawater entering the

refrigerating machinery or ventilation flaps (reefer unit facing aft). Stowage position of Reefer

container should also facilitate, Maintenance on the Reefer Unit if required, even in adverse weather

conditions. Proper connection must be made with vessel’s electric power supply and checked that the

reefer container’s electro motor is running after connection.

Reefer containers must be stowed as per approved Reefer stowage plan, and as far as possible,

avoid stowing on the outside rows or on bays extreme forward of the ship for safer monitoring and

maintenance practice.

The reefers are to be stowed with reefer machinery positioned in such a way as to enable daily

inspection of the reefer container and breakdown maintenance. The reefer machinery should

preferably face aft. It is advisable that ships keep a reefer location chart (stowage plan) ready

onboard for proper planning.

Hold ventilation should be carried out with due regard to ventilation requirements for IMDG and

Reefer containers loaded in the holds.




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Date 28-Oct-16

Page 15 of 32

10.5.2. Checks to be done after loading

Once the container has been loaded onboard, the following checks are to be carried out at the earliest

and in any case prior departure port.

Confirm that pre-trip checks have been carried out by shipper/agent and label pasted showing

date of inspection which should be within immediate few days preceding the date of loading.

Partlow chart is in place (if available), wound up and operational.

Check the condition of reefer plugs carefully prior connecting them. Ensure washer is in place

and gland is watertight.

Reefer plug receptacle boxes should be checked to ensure they are watertight.

Tighten the plugs fully.

Steel covers or canvas covers if provided should be properly fastened / secured to protect the

boxes from direct impact of green seas.

Check that the electric cable is free of cuts or kinks.

Plug in the container to ship’s power supply and check proper functioning of the reefer

machinery.

Note and record the set temperature, delivery and return air temperature, partlow chart

temperature and fresh air flap setting.

Low insulation alarms for the reefer panels to be tested prior loading of the reefers

If the container is malfunctioning and or temperatures are not within acceptable limits, the charterer’s

representative should be informed at once. If the fault cannot be rectified by the charterer’s technician

and or ship’s staff the container should be offloaded.

Charterers, owners, operators and managers should be informed of this by message.

10.5.3. Reefer container spares

Sufficient spares for the reefer units such as Oil, Freon, Compressor parts etc., are normally provided

by charterers for all types of containers carried on board. If requisite spares are not provided, protest

must be issued in writing or by message to charterers. A sufficient number of reefer extension leads

should be carried as a precaution against the failure of individual plugs.

An accurate inventory of all reefer spares must be maintained on board by Electrical Officer under

Chief Engineers and Chief Officers Guidance. Due diligence should be exercised with spares. Reefer

Spares inventory to be sent to Office on monthly basis.

Reefer spares inventory should be prepared with reference to each container operator, specific to

each Vessel as per trade requirement. Whenever Reefer Spares are received and/or landed, same to

be recorded in the Reefer spares inventory, and office informed regarding the same. Reefer spares

consumption to be recorded and can be reported along with the monthly reporting.




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Date 28-Oct-16

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10.5.4. Ship’s logbook and refrigerated container monitor log

Each day a note must be made in the ship’s logbook that all container lashings have been checked

and tightened, and all temperatures checked. In addition records are to be maintained of the following

for each container:

1. type/number of container

2. port/date of shipment

3. bay position on deck

4. contents

5. records of daily checks (temperatures)

6. all events/repairs during voyage

7. port/date of unloading

The above serves as evidence that the vessel has properly loaded, carried and taken care of the

container cargo.

Company form OP-CTR-03 is to be used for Reefer Container Monitoring.

In cases, where Charterers forms must be used as per charterers requirements, OP CTR 03, can be

replaced by Charterers form, provided that all details available as in OP CTR 03, guidelines followed

and verified as per OP CTR 03 requirement.

Ensure compliance with Section 10.5

10.5.5. Malfunctioning of a reefer container

Malfunctioning of a reefer container may cause a problem to those on board, especially when the

initial cause cannot be found or, when found, cannot be remedied due to lack of parts or due to the

nature of the defect, or because the container is stacked too high. As soon as it becomes apparent

that the problem cannot be solved, immediately advise the shipper and or charterers, and managers

indicating the container number, nature of the cargo, the prescribed and present temperatures, the

time when malfunction first occurred, details of the malfunction and the action taken by ship’s staff. In

event of a complete reefer failure, no attempt must be made to destuff the container and transfer

contents to another container, as a measure to ‘save’ the contents, unless expressly ordered by the

charterers/owners.

10.5.6. Responsibilities of personnel with regard to reefer containers

Following are the responsibilities of the Electrical Officer. Chief Engineer is responsible to monitor

these functions of the Electrical Officer:

Maintaining inventory of the reefer spare parts and to check adequacy of reefer spares on

board for the intended voyage. The reefer container spares shall not be used for any other

shipboard maintenance purpose.

Reefer Spare inventory to be reported to office on a monthly basis.

To ensure that all reefer plugs / sockets are maintained in good working order.

Monthly checks of the safety features for the reefer plugs / sockets.




Rev. No. 3

Date 28-Oct-16

Page 17 of 32

Checking availability of Reefer container manuals for all makes of reefers carried on board.

Availability and condition of reefer extension cables to account for increased reefer capacity

or breakdown of certain plugs. {As a minimum, number of extension cables (20 meters each)

carried should be equal to 5% of total number of designed reefer capacity. Splitters should not

be used unless excessive breakdown of reefer sockets necessitates same and without prior

intimation to reefer department}

If partlow charts are fitted on the containers on board, spare partlow charts at least equal to

the number of containers are to be carried on board.

Immediate reporting of lack of above mentioned reefer spares, to the C/E and Master for

further communication to the Reefer Department.

Following are the responsibilities of the Deck duty officer. Chief Officer is responsible to monitor these

functions of the duty officer:

Deck duty officer is directly responsible to Chief Officer for execution of cargo operations and

safety of the vessel in the port as OOW (Officer of the Watch).

The OOW should be aware of the various company policies regarding cargo stowage,

securing and cargo care.

To comply with the checklists for container operations, stevedore safety, ballast operation,

bunkering operation and checklist for preparation for sea. Additionally the OOW should

monitor work and personnel safety of ship’s crew or ship’s contractors.

To monitor reefer Loading, Re-stow and Discharge operations, and closely liase with

Electrical Officer, in monitoring the good operation of the Reefer containers, which are loaded,

restowed and already available onboard.

To ensure cargo handling and/or ballasting/de-ballasting operations are progressing safely

and in accordance with the Cargo Operation Plan and/or ballast management instructions and

that the Chief Officer is kept fully advised of progress of the operation as appropriate.

To ensure that cargo securing is as per the CSM and all the ship’s lashing gear is retrieved

from shore.

To ensure that Chief Officer’s Standing Orders & Cargo instructions are complied with.

To report immediately, any defects or stevedore damage to the Chief Officer.

To ensure that efficient and continuous deck watch is maintained at all times, and that

gangway and moorings are tended to as required.

To ensure that the safety and pollution control equipment is correctly deployed at all times

and that personnel including stevedores in the Cargo area are using appropriate personal

protection equipment as may be appropriate.

To ensure that vessel is upright and not adversely trimmed.

To ensure that the vessel meets the adequate stability condition during each stage of the

cargo and ballasting/de-ballasting operations, as calculated by the Chief Officer.

To ensure that the fire safety precautions are taken and fire watch is maintained.

To ensure that effective gangway watch is maintained and moorings and gangways are

tended to regularly. The duty officer should carry out his security related duties as well.

Record all cargo and port related activities including timings, stoppages etc.

To monitor the safe working, safe maintenance procedures of ship staff and of any shore

personnel.




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Date 28-Oct-16

Page 18 of 32

10.5.7. STOWAGE AND CARRIAGE OF OTHER TYPES OF CONTAINERS

The below instructions are to be complied with during stowage and carriage of other types of

containers:

Open top, side open, flat rack, platform, out-of-gauge, in-gauge containers require special

attention. Securing of the cargo in these containers must be checked by the Chief Officer on a

daily basis and logged down. Certificate for the lashing material used by the stevedores must

be available for reference. In case during loading, the cargo securing of such containers is un-

seaworthy, the local agents and the line manager should be informed. If required, the cargo

may be rejected for loading, in consultation with the above mentioned parties.

The Cargo Securing Manual may be consulted to check seaworthiness of the securing of

cargo in the above mentioned containers.

The security of the cargo on board is the responsibility of the Chief Officer. Cargo pilferages

or misuse must be avoided. The proper covering of tarpaulin on open top containers should

be checked by ship staff and the tarpaulin re-tightened if required. In case damage to the

tarpaulin is sighted during loading, the local agent must be informed accordingly. Damaged

tarpaulin is a basis for claims citing damage to the container.

Ordinary containers as well as the special containers should be checked for the external shell

integrity. Corner castings should be checked thoroughly. In case of major damages to the

external shell or distortion of the corner casting, loading of same should be considered in

consultation with the local agents and the line manager. Detailed procedures to deal with

damaged containers are explained in section 10.9

Often there are cases of wetting damage to containers due to water ingress in cargo holds.

The wetting damage reflects lack of care on part of the carrier and results in loss of customer

confidence. It should be borne in mind that container ship structures are subject to various

physical impacts and stresses. Cargo holds should be inspected and hold bilge soundings

checked daily and recorded. The Chief Officer should monitor inspection and bilge soundings

closely. The risk of water ingress is increased during ballast operations and during this period,

cargo holds must be monitored constantly. Similarly, cargo holds must be monitored

constantly during bunkering and bunker transfers.

10.6. CONTAINER SECURING

The following instructions for Container Securing are to be complied with at all times in addition to

normal seamanship practices:

All vessels are to comply with requirements of Class approved Cargo Securing Manual

(CSM).

Effective additional lashings may be undertaken in view of expected bad weather during the

voyage.

When planning stowage and securing of containers, the estimated weights / vertical weight

distribution of the containers should be accounted for. Substantial weight inversion in variance

with the CSM can place excess loads on the container lashings. Similarly, high cube

containers will result in the V.C.G. of the containers shifting upwards and increase of windage




Rev. No. 3

Date 28-Oct-16

Page 19 of 32

area, resulting in excess load on the lashings. Software for calculating lashing stresses if

provided, should be used accordingly.

Securing of the cargo on flat racks / platform containers can be checked against the Cargo

Securing Manual.

Stowage of containers is to be planned in such a way as to allow daily inspection of lashing

and tightening as required.

Chief Officer is directly responsible to ensure that the cargo lashing is carried out as per the

CSM, prior departure of the vessel. The Chief Officer shall report to the Master that all

lashings are satisfactory, prior departure and on every day of the voyage.

Lashings are to be checked at least once daily during the voyage and tightened as required

and recorded in the deck log book. The Chief Officer is responsible to ensure daily lashing

checks. It must be borne in mind that lashings can get loose in seaway with rolling, pitching

and vibration. The frequency of lashing checks should be increased in heavy weather. A

proper risk assessment must be done. Alteration of ship’s heading must be considered to

allow for crew safety during lashing inspection in heavy weather.

The proper seating of the container and locking of the base twistlocks must be checked by the

duty officer immediately on loading of the bottom tier of containers on deck. The locking is to

be confirmed by visual sighting of orientation of top cones of the twistlocks.

The locking of the higher tier twistlocks may be confirmed by the duty officer by observing the

position of the twistlock lever / actuating wire. Effective lighting arrangements should be

available during dark hours.

Turnbuckles should be fully tightened. The locking nut should be tightened till the pipe bush.

Correct spanners, tools should be used to ensure proper tightening of the turnbuckles.

There have been many cases of collapse of deck stows in the aft bays, bays just forward and

aft of accommodation in heavy weather and collapse of deck stows in extreme forward bays

due to shipping of seas on deck and the compressive forces of pitching. Particular attention is

to be paid to cargo securing in these areas. It is important to note that the failure of even one

container to stay in place can cause a ‘domino effect’ and collapse of entire deck stows.

Masters and ship’s officers are encouraged to read and understand the ‘Master’s Guide to

Container Securing’ jointly published by the Lloyd’s Register and the Standard P&I club.

The lashing material must be maintained and recorded in accordance with the Cargo

Securing Manual. Inventory of the lashing material should be kept updated and requisitions

for shortfalls if any, raised well in advance. Maintenance procedures should be as per the

CSM and section 10.7

Damaged/ old/ worn out/ ‘rogue’ lashing material (from other ships - through lashing bins

when kept ashore) - should be removed from cargo loading areas to avoid inadvertent use.

Excess GM results in violent rolling and undue stresses on the lashings. Such possibilities are

to be accounted for in the cargo planning stage and in case of bad weather, ballast may be

taken in high tanks accordingly.

When 20’ containers are carried in 40‘- optional slots under decks, stacking cones are to be

used.

Usually the container lashing is carried out by stevedores. However, the ship staff is to

supervise same to ensure compliance with the company’s instructions. In some ports, the

cargo lashing operation may be carried out by the ship staff. The ship staff should carry out

this operation in compliance with the company’s cargo securing instruction.

In many ports vessels are required to use semi-automatic twistlocks. Masters should check in




Rev. No. 3

Date 28-Oct-16

Page 20 of 32

advance with the local agents regarding the kind of twistlocks required at that port.

10.6.1. Container securing in cargo holds of non-cellular container ships

The container securing in cargo holds of ships such as con-bulkers or tween-deck ships

should comply with the Cargo Securing Manual without exception.

Container lashing equipment such as twistlocks, turnbuckles are usually used inside the holds

as well, secured to lashing points on deck and on hold sides.

Usually gaps are present between the side containers and cargo hold bulkheads due to the

shape of the non-conventional holds. Buttresses are used to brace the sides of the containers

to the upright supports on the hold sides, vertically at regular intervals.

In order to form a block stowage, double stacking cones are used to transmit loads between

the rows and bays (athwartship and in fore & aft direction). Therefore, it is important not to

mix normal height containers with high-cubes which make use of double stacking cones

impossible.

Each base corner on the lower container should be restrained by a welded securing device

such as an I-beam, deck socket with shoe twistlock or locator cone, and interlayer stacking

cones or turnfoot-twistlocks should be fitted at each corner between the containers. Additional

securing will be necessary depending on the exact arrangement.

For containers stowed adjacently, loop lashing is not to be practiced. This is the bad practice

of lashing two adjacent containers with one wire, which passes through the adjacent corner

castings of each container. Such a practice may lead to the wire becoming overloaded.

Overloading can also occur where fixed securing devices, like deck eye pads, are made to

hold more lashings than they can safely take. Such an arrangement is often associated with

poor lashing leads, and the problem becomes compounded. Double inter-layer stacking

cones or screw bridge fittings should be used to give a more rigid stow.

For the proper application of bulldog grips, manufacturers’ or rigging suppliers’ instructions

should be consulted. Grips should be the correct size for the wire used and the U-bolt should

be fitted against the loose, tail or dead end of the wire (dead ends to be whipped/ taped

before cutting to prevent unraveling). The other part of the grip – the saddle or bridge, should

be fitted against the working part of the wire. The first grip should be positioned close to the

neck of the eye (or thimble) with the others facing the same direction, spaced apart at six

times the diameter of the wire rope. The number of grips will depend on the type and diameter

of the wire. PVC-coated wires should have the coats removed and the grips applied to the

wire, not on the coat, as the grips may slip.

Welded devices should be used in preference to timber chocking. All welding is to be

inspected prior to the device being used. Where timber chocking is the only alternative, it

should be properly secured within itself using nails, wedges, bolts, etc.

Securing points must provide effective leads in terms of the axes of the forces being resisted,

and be so arranged to avoid chafing. The securing points must not be overloaded by holding

more lashings than they can safely take, and if necessary additional points are to be welded.

Poor lashing angles and leads should be avoided.

Stowage of cargo is to be block stowage and gaps should be avoided.




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Date 28-Oct-16

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10.6.2. Heavy weather precautions with container cargoes

Following actions are recommended to prevent loss of containers in heavy weather.

Additional lashings are to be taken in advance of onset of heavy weather. Frequency of

lashing inspection is to be increased. Personnel safety to be considered during inspection of

lashing and ship’s head may be altered for this operation and heavy weather precautions

observed. Crew to rig the life lines as applicable on deck prior entry into heavy weather.

Lifejackets and safety harnesses must be worn when going on deck. Crew to move in groups

with established communication between themselves and the bridge. Intervals of reporting

must be determined and adhered to. On returning to the accommodation, area, a head count

must be taken to ensure all have returned.

A very stiff vessel will result in violent rolling and excessive strain on the lashings. The GM

should be lowered to a comfortable value. Likewise, a very tender vessel should also be

avoided. Tanks should be ballasted or de-ballasted as required to achieve the desirable GM.

So far as practicable, heavy rolling should be avoided. Excessive rolling will render the vessel

vulnerable to collapsing of tiers due to excess weight coming on the corner posts, particularly

if the lashings are slack. Stabilizers where fitted should be used. Masters should be aware of

the phenomenon of synchronous rolling and parametric rolling. IMO Circular 707(Appendix 5)

must be referred for Identification and preventive measures of these phenomena.

Excessive wave impacts should be avoided. The speed should be reduced as a preventive

measure. The speed should be maintained at a value required to maintain heading and

desired track and to best place the vessel out of the bad weather area as soon as possible.

Following measures should be considered to avoid excessive acceleration.

Alteration of course, or reduction in speed, or both.

Heaving to

Early avoidance of areas of adverse weather.

Timely ballasting or deballasting to improve ship’s behavior taking into account the

actual stability conditions.

Hold bilge soundings, alarms should be monitored regularly.

At night, the deck lights may be switched on at regular intervals to assess wind and sea

impact on the ship as same may not be readily apparent during darkness.

In case of loss of containers overboard, the company must be informed immediately.

Photographs must be taken of the loss of containers and of the sea state. An entry must be

made in the deck and official log book. Especially for containers containing marine pollutant,

the coastal state must be informed. A ‘SECURITE’ message must be broadcasted to warn

other vessels in the vicinity. Relevant weather fax printouts, weather bulletins and

documented preventive measures taken by the vessel must be collected as evidence. On

advice from the company, a ‘Sea Protest’ must be endorsed by the Notary Public at the next

port of call with advice from the local P&I club correspondent.




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Date 28-Oct-16

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10.6.3. Container cargo security

Container cargoes are subject to breakage of seals, pilferage of cargo, hijacking of ship, theft

of cargo, transmission of stowaways in containers or carriage of undeclared harmful

substances in containers. While it is realized that the ship staff may not be able to counteract

all of the above mentioned threats, it is advised that the ship’s crew stay alert to and report

any of the situations listed above.

The Ship Security plan is to be consulted and appropriate security level checklists / complied

with.

Additionally, in areas where the threats are prevalent, to avoid stowaways, drugs etc. being

smuggled from empty containers, the Master should ensure that all empty containers are

sealed by ship’s crew and only then loaded onboard. Regular checks should be made of the

container seals. The seals may be obtained from the local agents.

In general, vessels may carry seals for at least 10% of the ship’s TEU capacity; same may be

requisitioned for through the local agents.

10.7. MAINTENANCE OF CARGO SECURING EQUIPMENT

Maintenance of fixed and portable cargo securing equipment should comply with the following and the

Cargo Securing Manual and prudent seamanship. Where there is a conflict of instructions between

this manual and the CSM, the instructions as per the CSM shall take precedence. Maintenance

schedules are to be in strict compliance with the ship’s planned maintenance schedule.

The Chief Officer shall be directly responsible for the maintenance, inventory and stock

control of the container securing equipment.

The inventory of lashing equipment shall be updated on monthly basis and recorded in the

cargo securing manual.

A record of maintenance of the lashing equipment is to be maintained.

The dropping of lashing equipment, especially twistlocks from great heights or throwing

overboard by the stevedores is to be avoided. In case of non-observance of this requirement,

a note of protest is to be issued immediately to the stevedore foreman.

The Chief Officer is to make use of every opportunity of inspecting the fixed cargo securing

equipment. This includes times when hatch covers are empty, before cargo is placed on

hatch covers, and when hatch pontoons are kept ashore. Special attention is to be paid to

hatch cover lashing eyes, D-ring connections, increased size of opening on ISO sockets,

damage to dovetail sockets, thinning of D-ring eyes and other kind of lashing eyes, hatch

cover lifting sockets and plating surrounding the hatch cover lifting sockets. Personal safety

and port regulations are to be observed when carrying out these checks. Good use may be

made of this opportunity to check and repair the hatch cover rubber packing.

The proper operation of the base twistlocks is to be checked before cargo is loaded on the

hatch cover pontoon.

Mixture of left hand and right hand twistlocks is to be avoided. Where immediate use of mixed

twistlocks is inevitable, the handles of the twistlocks should be colour coded e.g. red for left

closing and green for right closing.

Obsolete / damaged twistlocks and lashing material are to be removed from the cargo loading

area in order to avoid inadvertent use.




Rev. No. 3

Date 28-Oct-16

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Improper lubrication of the lashing material will lead to stevedores not carrying out cargo

securing as required. Monthly inspection of the lashing material, especially turnbuckles is to

be carried out and lubrication of turnbuckles is to be carried out every month.

When replenishing stock of lashing equipment, care must be taken to comply with latest port

regulations regarding lashing equipment and to maintain the same SWL of the lashing

equipment as specified in the CSM. Any change required in the CSM due to different design

of lashing equipment or changed cargo loading arrangement should be approved by Class.

Masters are advised to coordinate with the company technical department and forward a copy

of the CSM for Class approval. Certificates of lashing equipment are to be filed in the CSM.

At least 10% excess of CSM requirement for lashing equipment should be carried on board at

all times as spare.

There should be a ship specific system in place to identify and segregate the old and new

lashing equipment.

Crew should be trained on Container cargo handling and securing through safety videos,

bulletins and briefing in training sessions.

ISO Sockets:

1. Dimensions of socket opening are to be checked for increase in size due to wear and tear.

2. The socket side plating is to be checked for thickness reduction due to corrosion.

3. The butt weld of the socket to the hatch cover plate is to be checked for cracks due to stress.

4. The base twistlock should sit in the ISO socket and should not be removable without operating the

required mechanism.

5. The repair requires renewal of the ISO socket. Attention is to be paid to the butt welding on the

inner side of the socket.

Dovetail base sockets:

1. The sides of the dovetail sockets are to be checked for reduced thickness due to corrosion or

damages due to physical stresses and impacts. The base twistlock fitting should sit securely in place

without any play.

2. Repairs to the above require renewal of the complete fitting. No temporary pieces should be

welded.


http://www.google.com/imgres?imgurl=http://www.charteredgroups.com.sg/fabrication/Container Fittings (Loose & Fixed)/Raised ISO Sockets.jpg&imgrefurl=http://www.charteredgroups.com.sg/products.htm&usg=__yI447-rDjaQfsTg4IWi2nhXR3pw=&h=300&w=392&sz=9&hl=en&start=21&zoom=1&tbnid=NoP8COJTDAgl0M:&tbnh=119&tbnw=148&ei=3rtLTbSMFcGrcbG80dEL&prev=/images?q=ISO+container+sockets&hl=en&biw=1362&bih=532&gbv=2&tbs=isch:1&itbs=1&iact=hc&vpx=426&vpy=239&dur=2558&hovh=196&hovw=257&tx=156&ty=117&oei=RbtLTdXnJcLqrQe5t9zaBg&esq=19&page=2&ndsp=22&ved=1t:429,r:2,s:21



Rev. No. 3

Date 28-Oct-16

Page 24 of 32

Lashing eyes and D-rings:

Fixed lashing eyes must be inspected for wear and tear.

1. Check for wear down of the rings and eyes.

2. Check for crack or wear down of the D-ring connection plate.

3. Check weld of lashing eyes to the base plate.

Repair will require renewal of the complete set. Only certified parts must be used.

Turnbuckles:

1. Check lubrication of turnbuckles.

2. Check for corrosion, stretching and thinning of turnbuckle pipe or rods. If thinned down or

elongated, discard turnbuckle.


http://www.pacificmarine.net/turnbuckle_tbo-1g.htm



Rev. No. 3

Date 28-Oct-16

Page 25 of 32

3. Check that the lock nut can be tightened till the top of the thread.

4. Check if locking pin is present and of approved type. Missing pins should be replaced. The

securing pin for the locking pin should be present as per original design. Any replacement parts

should have the same SWL as the original part.

Twistlocks:

1. Twistlocks with missing handles must be discarded.

2. Twistlocks with fractured housings must be discarded.

3. Mixed type (left closing and right closing) of twistlocks should be avoided. If use of mixed type of

twistlocks is inevitable for the voyage, the handles must be colour coded (e.g. Red for left closing

twistlocks and green for right closing twistlocks).

4. Semi-automatic and automatic twistlocks must be lubricated.




Rev. No. 3

Date 28-Oct-16

Page 26 of 32

5. Semi-automatic and automatic twistlocks must be checked for resilience of the springs and broken

wire levers. In case of loss of resilience of the springs or damage to the wires, same can be replaced

by using the twistlock spare set and twistlock repair kit.

6. Malfunctioning / frozen Semi-automatic and automatic twistlocks must be discarded.

Stacking Cones:

1. Ensure stacking cones are not cracked. If cracked, discard same.

2. Stacking cones and twistlocks are not interchangeable.

Bridge fittings:

1. Check for proper lubrication.

2. Check for proper operation of thread and discard if threads are damaged.




Rev. No. 3

Date 28-Oct-16

Page 27 of 32

10.8. MAINTENANCE OF CARGO RELATED EQUIPMENT

Maintenance schedules are to be in strict compliance with the ship’s planned maintenance schedule.

10.8.1. Maintenance of hatch covers

Care of hatch covers is required to ensure weather-tightness of cargo holds and proper sealing in

case of release of CO2 is required. The hatch covers and cleats form a vital part in maintaining the

structural integrity of the ship and should be duly maintained. Hatch cover cleats increase weather-

tightness, gas-tightness of hatch covers, maintain continuity of structural strength and prevent the

hatch covers from shifting. The following guidelines from this section and hatch cover manufacturer’s

instructions are to be followed. Masters and ship’s officers are encouraged to read ‘Master’s Guide to

Hatch Cover Maintenance’ published by the ‘North of England P&I Club’.

Chief Officer is directly responsible for the proper maintenance of hatch covers and fittings.

All hatch cover cleats need to be used for each and every operation. The centers cleats have

to be fixed in place before the bottom tier of containers are loaded.

Free movement of the cleat nuts on the thread and other moving parts is to be checked, and

lubricated. The hatch cover cleats should be highlighted to prevent damage during cargo

operations.

Hatch cover lifting sockets are to be checked at every possible opportunity e.g. when the

hatch covers are empty or hatch covers placed ashore during cargo operations. Personnel

safety and port regulations must be complied with during the inspections. Inspection and

maintenance of hatch cover rubber packing may also be carried out during these times. While

replacing, the edges of the rubber packing should be cut in a slope to allow for a tight fit.

Similar treatment should be carried out for the hatch cover corners. The joint between the

rubber packing should be diagonal to the axis of the rubber packing channel. The rubber glue

should be allowed to dry to a semi-dry consistency before fixing the rubber packing.

Resting pads of the hatch covers are to be checked. Resting pads ensure that the hatch

cover pontoon weight is transmitted to the coaming in the designed manner and the rubber

packing is evenly and properly compressed. The inspection should ensure that there are no

visible damages, cracks, excess wear down of the resting pads. The maker’s drawings should

be consulted in this regard. A quick way to check for any improper resting pads is to check

that the gap between the pontoon mating plate and the resting pad is even throughout the

length (any side) of the hatch cover. Non-skid grease may be applied to the mating face of the

resting pads to ensure proper flexing of the hatch covers in seaway.




Rev. No. 3

Date 28-Oct-16

Page 28 of 32

Compression bar height should be as per the maker’s drawings. The top edge of the

compression bar should not have sharp edges or excess diminution of thickness.

Drain channel should be checked for dirt / rust accumulation. Drain channel inner and outer

plate thickness should be as per maker’s drawings. Drain channel non-return valves should

be maintained in good order and as per the maker’s drawings. The use of canvas hoses is not

acceptable on a permanent basis. If the drain outlets are fitted with the cap closing

arrangement, then the same must be made known to the crew as it used to effectively seal

the hold in case of CO2 release.

The integrity of the hatch covers and hatch cover packing can be checked by checking the

empty hold from inside for light ingress.

The hatch coaming face plate and stiffeners below the resting pads are areas of load

concentrations and should be checked annually for structural deformities.

The pontoon locators should be maintained in good order highlighted for easy visibility.

For foldable type hatch covers (chain pulled or hydraulic operated), all moving parts are to be

lubricated on two-monthly basis. Sensitive parts (such as hydraulic cylinder rams) must be

protected from physical damage and dirt accumulation. Personnel safety is very important

when working on the hatch covers and proper locking mechanism should be used to maintain

hatch covers in place.

All hatch cover fittings should be inspected on monthly basis, lubrication of moving parts on

two-monthly basis, structural inspection every six months and hose test of hatch covers

carried out annually. Results of inspection should be logged down appropriately in the Cargo

hold inspection form.

10.8.2. Maintenance of cell guides

Cell guides must be maintained in top order to avoid damage to the containers and to avoid

containers getting stuck in the cell guide.

Damaged, excessively bent, cracked cell guides and cell guide locators should be renewed

as and when sighted. When renewing the cell guides, always renew at least 3 meter sections

or sections between cell guide supporting brackets.

Ship’s planners should be advised in case of damaged cell guides and if repairs are required.

Repairs may be carried out at sea after keeping the slots empty. Personnel safety is

paramount, permission from the company is to be taken prior hot work and fire retardant

blanket is to be used to prevent any damage to containers in the vicinity.




Rev. No. 3

Date 28-Oct-16

Page 29 of 32

10.8.3. Maintenance of cargo holds

The ship’s cargo holds should be maintained in a clean, rust free condition.

Whenever the cargo holds are empty / accessible for inspection, the opportunity must be

utilized to do so.

Access ladders for cargo holds, hold access entrances, hold lighting, fixed CO2 system

discharge nozzles, sprinkler systems, integrity of electric cabling should be in good order.

Doubler plate weld seams at the bottom of the cell guides should be inspected for cracks after

pressing up the double bottom tanks underneath.

Ballast and fuel tank boundaries, manholes, sounding pipes, air pipes are to be checked for

integrity.

Cargo hold bilges and bilge alarms should be tested on monthly basis and maintained in good

working condition.

A report of the cargo holds should be made every 6 months as per the company form.

10.8.4. Maintenance of cargo gear

For ships not fitted with cargo gear such as cranes or derricks, this section may be referred to

as guidelines for maintenance of ship’s provision derricks, cranes, monorails, bunker davits,

gangway winches, mooring winches, pilot ladder winches, lifeboat davits and engine room

cranes due to similarity in functions. Since cargo gear are usually rated much higher and are

subject to high stresses, they should be operated and maintained with due care appropriately.

The Chief Officer is responsible for the maintenance of the cargo gear structure, wires,

sheaves and lubrication of all moving parts.

The maintenance of the lifting gear machinery, winches, gears, limit switches, oil lubricated

parts, hydraulic piping, solenoids, valves, motors, electrical panels and control switches is the

responsibility of the Chief Engineer. The Chief Engineer may delegate some of the functions

to the Electrical Officer or the Second Engineer but remains overall responsible. Chief

Engineers are advised to carry out proper training of the ship’s crew regarding proper

operation and maintenance of these machineries.

Lubrication of moving parts, testing of limit switches and alarms, inspection of moving parts

and the structure, inspection and measurement of wires to be carried out by shipstaff as per

PMS.

During inspection of wires, special attention is to be paid to the condition of the splices. Wires

should be checked for broken wires of the strand, kinks, deformation and reduction of

diameter. In case of kinks, deformation, damage to splices and reduction of wire diameter by

more than 10% or as a rule of the thumb, if broken wires in a strand exceed 10% of the total

number of wires in a length of 8 times the diameter of the steel rope, the steel wire rope

should be replaced.

Steel wire ropes may be lubricated with maker approved wire grease.

Maintenance reports for the cargo gears are to be as per PMS.

Vessels should maintain at least one spare wire rope for every kind of wire used in the lifting

gear. The spare wires should be stored in a dry and protected area.

Vessel should maintain at least one spare part for every moving part on the cargo gear (e.g.

sheave, motor, pump, sheave pin, hinge pin, and other electrical parts). The spare part stock




Rev. No. 3

Date 28-Oct-16

Page 30 of 32

should be as per the maker’s spare part booklet. If the Master or Chief Engineer is of the

opinion that certain parts of the cargo gear or other lifting gear are prone to frequent

breakdown / replacements, further spares may be stocked in consultation with the technical

superintendent. An inventory of the lifting gear spares must be updated every month and

reported to the company.

Crane operator cabins must be maintained safe and clean with comfortable seating, visibility

and ventilation arrangements. Means of access to lifting gear controls should be maintained

clean and free of slip / trip hazards. Shore operators must be familiarized with the operation of

the cargo cranes and improper and rough operation should be discouraged. Securing of

cranes must be carried out only by the Bosun and senior AB’s, under the supervision of duty

officer or chief officer. Cadets are not allowed to operate the lifting gear without close

supervision by the chief officer. A safety harness with rope should be placed in the crane

operator’s cabin to allow emergency escape in case of fire.

The crane must be kept in the designed stowage position from berth to berth. Operation of the

cargo crane at anchorages or when sailing is prohibited unless approved by the company.

By passing of the limit switches and safety features of the lifting appliances is prohibited

except when required for carrying out repairs / maintenance on the crane. The limit switch key

must be maintained with the chief officer.

10.9. Damages / claims procedures in port

During cargo operations, damages may be observed to occur to the vessel due to contact by gantry

operators, forklifts or damages may be observed to occur or exist to container structures. This section

deals with handling of these damages and resulting claims procedure.

The key to proper damage identification and reporting is the vigilance by the ship staff during

port stays. Any damage must be reported immediately to the Chief Officer and Master which

is then relayed to the Company, the local agent and the charterers. Apparent damages,

hidden damages and consequences must be investigated by ship’s senior officer. The reports

must be forwarded to the agents for immediate action by the stevedores / terminal. In case of

not-so serious damages, in consultation with the local agents, charterer and the Company,

the repair to the damage may be deferred to the next port call or decided to be carried out by

ship staff. For serious damages affecting vessel or container integrity, immediate corrective

action must be taken by the parties concerned.

In case of damage to cargo, if possible, the Master and/or Chief Officer should attend the

survey of damaged cargo with the cargo surveyor, if appointed. Damage can be reduced by

immediate separation of damaged cargo from the rest of the cargo.

In all cases of damages, proper reports must be filled out; acknowledgement signatures

received on the damage report, supporting photographs, witness reports maintained and

concerned parties notified. All supporting documents and correspondence are to be filed

along with the damage report.




Rev. No. 3

Date 28-Oct-16

Page 31 of 32

10.9.1. Damage to vessel’s structure or equipment due to container carriage

Damage sustained to the vessels structure as a result of heavy contact with cargo handling

equipment, can have a detrimental effect on the vessels seaworthiness, stability and cargo intake.

Every opportunity should be taken to inspect cargo holds and cell guides for structural

damage. Minor damage should be rectified as early as possible. The company and

Classification Society surveyors should be notified of any damage, which may affect

seaworthiness of the vessel.

The company form OP-03 is to be prepared for stevedore damages and acknowledgement

received on the form by the terminal supervisor or the stevedore foreman. It is suggested that

an objective description of the damage is mentioned; phrases such as ‘negligent operation’,

‘lack of skill by stevedores’ etc., are to be avoided. The factual interpretation of the causative

factors for the damage may be recorded by the surveyor, if appointed.

The charterers, managers and the owners are to be informed in case of stevedore damage to

the vessel. A copy of the Stevedore Damage Report is also to be forwarded.

P&I or independent surveyor may be arranged through the local agent on advice from

company.

10.9.2. Loading of damaged container / damage to container during cargo operations

All damages to the external structure of the containers should be recorded in the log books at

the time of loading and reported to the charterers.

An acknowledgement signature is to be taken from the terminal supervisor or stevedore

foreman for damage reports.

In case of minor damages sighted and recorded, the copies of the Container damage reports

are to be handed over to the local agent.

In case of damage sustained during cargo operations and witnessed by ship staff or serious

damage to the container which may affect the cargo in the container, photographs are to be

taken immediately and local agent informed regarding the same. The Container damage

report is to be forwarded to charterers, managers and owners. On advice from the above

parties, the container may be shifted to a more weather protected area e.g. under-decks or

center, bottom tier or not loaded at all.

Damaged IMDG containers or leaking tanktainers are to be rejected for loading. Local agents

the charterers, managers and the owners are to be informed immediately.

Containers which cannot be seated effectively and which cannot be closed properly with the

risk of exposing the cargo, must be rejected.

In case of apparent damages of cargo on flat racks or platform containers or in case the

securing of the cargo on these containers is deemed unseaworthy, the local agents, are to be

informed accordingly.

In the case of terminal issuing Container damage report to the vessel at the discharge port,

same may be acknowledged with the remark - ‘The container discharged in same condition

as loaded’. The accuracy of the damage report is to be personally verified by the Chief Officer

before acknowledging the terminal’s report.




Rev. No. 3

Date 28-Oct-16

Page 32 of 32

10.10 Documents that must be send to the Company

Container vessel should send following documents to office by email at departure from Every Port:

1. Reefer log for containers discharged at that port

{Reefer Logs should be maintained as per Discharge ports}

2. Number of reefers on board at departure

{Total on arrival (40’/20’) ; Discharged; Loaded; Total on Sailing}

3. DG Cargo list

4. Stability print out – Indicating GM, Ballast on board and Cargo on board.

5. Bunker delivery note/ Bunker Survey Report (If any)

6. Stevedore damage reports if any.

7. Details of any expenses incurred by Master – Medical visits etc.

The Port documents should be sent to [email protected] /

[email protected] with email subject as “Port Documents- PORT NAME”.


mailto:[email protected]%20/%[email protected]

mailto:[email protected]%20/%[email protected]